Compact folding aircraft passenger ramp

ABSTRACT

A mobile passenger ramp for loading and unloading aircraft, the comprising having upper and lower frame sections connected pivotally so that the ramp can be folded for storage or movement about the tarmac and unfolded at an obtuse angle to form a wide “footprint” to provide wind or jet blast stability. An arcuate surface bridges between the ramps of the two frames when unfolded. The compact ramp remains safely clear of a “No-Go” zone while still being sufficiently long to minimize the slope of the ramp for improved ease of use by passengers, either ambulatory or in wheelchairs. A steerable wheel at one end of the ramp enables rotation of one frame about the pivoting connection for folding and unfolding the frames. Fixed wheels on the upper frame and a castored wheel positioned near the pivot point on the lower frame provide stability and easy maneuverability of the folded ramp.

CROSS REFERENCE TO RELATED APPLICATION

[0001] This application is a regular application of US provisionalapplication Serial No. 60/330,126, filed Oct. 19, 2001, the entirety ofwhich is incorporated herein by reference.

FIELD OF THE INVENTION

[0002] The present invention relates to ramps for loading and unloadingpassengers or cargo between different elevations such as to an aircraft.More particularly, the invention is related to ramps, which can be usedfor passengers seated in wheelchairs as well as for other passengers.

BACKGROUND OF THE INVENTION

[0003] It is well known to use wheeled staircases to load and unloadpassengers directly from an aircraft to the tarmac. This is particularlythe case for smaller aircraft that are not compatible with existingboarding bridges or in airports where boarding bridges are not readilyavailable due to high traffic or economics. For the ease of transport ofpassengers who are disabled, a ramp can be used in place of a staircase.

[0004] For all passengers embarking and disembarking an aircraft, it iscritical that the lower end of the ramp does not extend beyond the wingtip of the plane and into the area known in the industry as the “No Go”zone. The “No Go” zone is so termed because encroachment of the ramp andpassengers would generate a risk to themselves and to other equipment orstaff.

[0005] One particular problem associated with the use of a ramp isrelated to the slope of the ramp and its length. The slope should be lowenough to be easily traversed by foot passengers and those inwheelchairs, but the length must be such that it must not extend beyondthe perimeters of a safe zone in order to achieve it.

[0006] Prior art wheeled staircases are not readily adaptable to rampsas the angle from aircraft departure door to tarmac is generally toosteep. Further, merely extending the straight length of the ramp toreduce the angle does not provide a safe option as the ramp then extendsbeyond the safe zone. An increase in the length of a wheeled ramp alsoacts to decrease its maneuverability and increases its vulnerability towind, which may result in overturning. Increasing the weight of the rampto overcome the wind further impairs the structure's maneuverability.Typically, wheeled units of this type have simple castors or wheels thatare not easily steered, especially when attached to heavy, cumbersomeapparatus.

[0007] Clearly there is a need for a passenger ramp that ismaneuverable, wind-stable, easily adjusted in height, that also providesan acceptable slope and has a compact footprint so that it does notproject into the “No Go” zone when in use.

SUMMARY OF THE INVENTION

[0008] A mobile ramp is provided which allows for the safe loading andunloading of passengers and cargo between areas of differing elevationsand where stability and a compact footprint are desired. This ramp isparticularly well suited to provide passenger access to and fromaircraft of varying boarding heights.

[0009] The ramp is non-linear, having at least two support frames whichare pivotally connected. An arcuate planar connector acts to bridgebetween the ramps surface of each of the two frames while positioningthem at an angle relative to one another when pivoted to an unfoldedposition. The compact footprint of the angled ramp is such thatpassengers boarding and deplaning do not enter into traffic areas of thetarmac that are unsafe, such as the “No-Go” zone beyond the wing tip.Further, because of the angled orientation of the two frames, theunfolded ramp can be lengthened to maintain a low slope or gentleincline, accommodating passengers in wheelchairs, without over extendinginto the unsafe or “No-Go” zone.

[0010] Advantageously, for transport and storage, the ramp can be foldedabout the pivoting connection until the first and second frames areessentially parallel, forming a more manageable unitary structure formovement about the tarmac and for alignment with an airplane passengerdoor. Wheels are provided at first and second ends of the first frame topermit the unit to be moved manually. A pivoting wheel is attached to asecond end of the first frame adjacent the pivot to support theconnected ends of the structure when folded and to provide greatermaneuverability. A steerable pivoting wheel, much like an outrigger, isattached to the second frame to permit rotation of the second framerelative to the first frame between the folded and the unfoldedposition.

[0011] Accordingly, in a broad aspect of the invention, a mobile rampfor loading and unloading passengers from an aircraft comprises: twoframes, pivotally connected for forming a contiguous ramp, a first framehaving a surface forming a ramp, two wheels at an open end and apivoting wheel at a connected end; at least a second frame having asurface forming a ramp, an open end and a connected end which ispivotally connected to the first frame's connected end, the first andsecond frames being rotatable laterally about their connected endsbetween a folded position substantially parallel to one other and anunfolded position at an angle to one other; a bridge for extendingbetween the connected ends of the first and second frames when in theunfolded position so that the ramps of the first and second framesbecome substantially contiguous at an angle to each other so that apassenger can traverse between the first and second frames respectiveopen ends; and a pivoting wheel for supporting the second frame's openend during rotation between the folded and unfolded positions.

[0012] In a preferred embodiment, the first frame is an upper frame andthe second frame is a lower frame. Further, the elevation of the firstframe's open end is adjustable to permit vertical alignment of themobile ramp such as with passenger doors of airplanes of varyingheights.

[0013] Further, the pivoting wheel attached to the second lower frame'sopen end steerable, preferably by a handle, which permits and the secondlower frame between the folded and unfolded positions. More preferablythe steerable wheel is further provided with a detent or other releasemechanism for securing the wheel in a parallel or perpendicularorientation relative to the frames longitudinal axis, assisting inmaneuvering or fixing the ramp's position.

[0014] When the first upper and second lower frames are unfolded so thattheir connected ends approach, the extent of the sweep of the planarbridging extension positions the second lower ramp at an obtuse anglerelative to the first frame. Preferably, the second lower ramp ispositioned at an angle between substantially 95 degrees to substantially110 degrees. Most preferably, the frame are angled at substantially 100degrees to each other.

[0015] Preferably, an open end of the second lower ramp is supported bya castor wheel is spaced laterally and opposite the pivoting wheel tominimize flexing of the ramp under loading.

BRIEF DESCRIPTION OF THE DRAWINGS

[0016]FIG. 1 is a plan view of the ramp of the present inventionconnected to the passenger door of an aircraft and illustrating a safeangle for discharge and loading of passengers relative to the aircraftand within a “No-Go” zone demarked by dashed lines, and the prior artramp having the same slope which then encroaches on the “no-Go’ zone asshown in dotted lines;

[0017]FIG. 2 is a side view of the ramp apparatus, according to FIG. 1,showing the upper and lower ramp sections folded parallel to one anotherin the folded position;

[0018]FIG. 3 is a partial end view of the ramp apparatus of FIG. 1, inthe folded position, showing the relative positioning of the wheels formovement about the tarmac;

[0019]FIG. 4a is a partial perspective view of the steerable pivotingwheel attached adjacent to the lower entrance to the lower ramp section,in position for forward and backward tarmac positioning of the foldedramp;

[0020]FIG. 4b is a partial perspective view of the steerable pivotingwheel of FIG. 4a in position to pivot the lower ramp section intoalignment with the upper ramp section in the unfolded position;

[0021]FIG. 5 is a partial perspective view of the arcuate planarbridging extension between the lower and upper ramp sections;

[0022]FIG. 6a is a simplified plan view of the ramp in the foldedposition with the wheels positioned for forward and backwards movementfor tarmac positioning as a unitary structure;

[0023]FIG. 6b is a plan view of the ramp in the folded position whileturning; and

[0024]FIG. 6c is a plan view of the ramp in a partially unfoldedposition showing the positioning of the steering wheel for pivoting ofthe lower ramp section towards alignment with the upper ramp section inthe unfolded position.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT

[0025] Having reference to FIG. 1, a maneuverable ramp 10 of the presentinvention is shown in an unfolded position and connected to an elevatedstructure such as the portside passenger door 11 of an aircraft 12,typically located in front of a wing 13. A first upper frame 14 providesa surface forming a ramp extending down from the door 11. A second lowerframe 16 also has a surface forming a ramp extending upwardly from theground or airport tarmac 1. An arcuate planar bridging section 15,connects the ramp surfaces of the first upper and second lower frames14,16 so as to form a contiguous ramp 10. The second lower frame 16 isangled at an obtuse angle from the first upper frame 14, and forwardrelative to the aircraft's wing 13, so as to reduce the extent of theramp 120 and thereby terminate the ramp 10 within a safe zone 17 (shownin dashed lines) on the airport tarmac 1. The angle permits the ramp'sslope to be low, yet have a compact footprint. The angle between theframes 14, 16 also provides a footprint which is stable. Without anglingthe frames 14,16, the ramp 10 would extend into an unsafe or “no go”zone 18, as is the case with similarly sloped prior art straight ramps100 (shown in dotted lines), where boarding or deplaning passengerswould be either create a hazard or be subjected to hazards, such asvehicular traffic 19.

[0026] Having reference to FIGS. 2 and 3, the ramp 10 is shown in afolded position wherein the second lower frame 16 is rotated about apivot 20 so that the second lower frame is substantially parallel to thefirst frame 14. a from of pivot 20, comprises pairs of upper and lowerflanges 20 a, 20 b extending from a connected end 33 of the first frameand a connected end 34 of the second lower frame and connected by pins20 c.

[0027] The first upper and second lower frames 14,16 comprise surfaces,which can be inclined to form passenger ramp surfaces, and structuralsupports 21, 22 formed of lightweight structural tubing, preferablyaluminum. Truss members 23,24 underlie the frame's ramp surfaces forsupporting the weight of the ramp 10. The truss 24 for the first upperframe 14 is shown in dashed lines for clarity of the underlyingstructure. Angled support members 25 attached below the arcuateconnector 15, are fixed to the second lower frame 22 so as to positionthe connector 15 to extend beyond an upper end 26 of the second lowerframe's structural support 22 and to support the connector 15 underloading. Handrails 27 are provided on either side of the first upper andsecond lower frames 14,16.

[0028] Preferably, the first upper frame's structural support 21 has apair of extensible legs 28,29 at an open end 30. The extensible legs28,29 permit the open end 30 to be adjusted to the height of individualaircraft. Typically, the extensible legs 28, 29 are self-locking Acmescrews and are further provided with a backup locking mechanism (notshown) to fix the height of the first upper frame's open end duringoperation. Additionally, a bridging gangway 31 (not shown) is pivotallyconnected to the open end 30 for engaging the doorway 11 of the aircraft12. Such a gangway can include apparatus which bridges between theaircraft and the ramp 10 while adapting to lateral, angular and heightmisalignment.

[0029] In more detail, and having reference again to FIG. 3, the firstupper frame's structural support 21 further comprises an axle 40 and apair of fixed-direction rotating wheels 41, 42 connected to thestructural support 21 adjacent the open end 30. The orientation of thewheels 41,42 is substantially parallel to the longitudinal axis of thefirst frame 14 as shown in FIG. 6a.

[0030] A pivoting wheel or castor 43 is attached to the connected end 33of the first upper frame's structural support 21. The castor 43 isattached to the support 21 and positioned adjacent the pivot 20 so as tosupport both the connected ends 33,34 of both frames' structuralsupports 21, 22. The castor 43 is pivotable to permit the connected ends33, 34 of the two frame's 14, 16 to be steered while maneuvering such asto the aircraft 12 as shown in FIG. 6b.

[0031] As shown in FIGS. 3, 4a and 4 b, a second steerable, pivotingwheel 44 is attached to a perpendicular extension 45 connected to thesecond lower frame's structural support 22, positioning the wheel 44 toextend from an outside edge 35 of the second support 22 at an open end36 of the second lower frame 16, much like an outrigger. The steerablewheel 44 is pivotally adjustable about its connection to the extension45 from a first position, wherein the orientation of wheel 44 rotationis substantially parallel to the longitudinal axis of the second lowerframe 16 (FIG. 4a), to a second position, wherein the orientation of thewheel is substantially perpendicular to a radial extending between thewheel and the pivot 20 (FIG. 4b). The steerable wheel 44 is pivoted tothe second position for supporting the second lower frame 16 when it isrotated about pivot 20 to the unfolded position, as shown in FIG. 6c.Preferably, a handle 47 is attached to the steerable wheel 44 forselectively steering the wheel 44 into position to rotate the secondlower frame 16 relative to the first frame 14, about pivot 20.

[0032] Further, a mechanism is attached to the wheel 44 to permitsecuring the wheel 44 into either the first or second position. Such amechanism can be an indexing pin and hole arrangement or a biased detentdevice.

[0033] Optionally, additional wheels or castors can be added to eitherframe to provide further support and maneuverability.

[0034] As shown in FIGS. 1 and 5, the arcuate planar bridge 15, whichextends beyond the second lower frame's upper end 26 as described above,provides a surface and a connection between the ramp surfaces of thefirst upper and second lower frames 14,16 for forming a contiguous ramp10 when the frames 14,16 are pivoted to the unfolded position. The sweepof the connector 15 is curved sufficiently to limit relative rotation offirst upper and second lower frames 14,16 to extend at an obtuse anglewhen unfolded. Typically an angle of substantially 95 degrees tosubstantially 110 degrees is sufficient, with substantially 100 degreesbeing a preferred angle, to ensure passengers do not enter the “no-go”zone during loading and unloading, and which provides a wide and sableoperating “footprint” to aid wind stability.

[0035] Optionally, as shown in FIGS. 6a-6 c, a small castor wheel 50 canbe connected to an inner edge 37 of the lower end 36 of the second lowerframe 16, opposite the steerable pivoting wheel 44, for preventing thesecond lower frame's open end 36 from flexing unduly under loading.Further, a ramp extension 38 (shown in dotted lines on FIG. 2) ispivotally connected to the second lower frame's open end 36 to provide asmooth transition onto the tarmac 1.

[0036] The mobile folding ramp, while directed to use with aircraft, canbe used wherever a compact, foldable ramp between structures isrequired. The materials of construction of the mobile ramp arepreferably lightweight tubing and plating, further aided by the use oflightweight materials such as aluminum. It is advantageous and prudentto keep the ramp weight as low as possible so that it can be manuallypositioned as the use of heavier powered equipment has been found to bea hazard to the aircraft. The direction of unfolding and the angle inoperation may be varied as necessary to adapt to different aircraft andmore particularly the location of the cabin door, be it in front orrearward of the wing and whether the door is in the port or starboardsides. The form of the handrails and other safety considerations areprovided for illustrative purposes only and can be removed entirely forcargo situations where passenger safety is not a consideration. Theorientation of the first upper and second lower frames and the frames'structures to which the different types of wheels are attached, can bevaried.

Embodiments of the invention for which an exclusive property orprivilege is claimed are described as follows:
 1. A mobile rampcomprising: a first frame having a ramp surface, at least two wheels atan open end and at least one pivoting wheel at a connected end; at leasta second frame having a ramp surface, an open end, and a connected endwhich is pivotally connected to the first frame's connected end, thefirst and second frame's being rotatable laterally about their connectedends between a folded position substantially parallel to one other andan unfolded position at an angle to one other; a bridge having a rampsurface for extending between the connected ends of the first and secondframes when in the unfolded position so that a substantially contiguousramp is formed between the first and second frames' respective openends; and a pivoting wheel for supporting the second frame's open endduring rotation between the folded and unfolded positions.
 2. The mobileramp as described in claim 1 wherein the first frame is an upper frameand the second frame is a lower frame.
 3. The ramp as described in claim1 wherein the pivoting wheel at the first frame's connected end ispositioned adjacent the pivot between the first and second frames so asto balance the frames as a unitary structure in the folded position. 4.The ramp as described in claim 1 wherein the pivoting wheel at thesecond frame's open end is steerable between at least a first wheelposition parallel to a longitudinal axis of the second frame and asecond wheel position substantially perpendicular to the second frame'slongitudinal axis so as to permit rotation of the second frame about thepivot.
 5. The ramp as described in claim 4 wherein the second frame'spivoting wheel further comprises detent means so as to permit thepivoting wheel to be releaseably retained in either of the first orsecond wheel position.
 6. The ramp as described in claim 1 wherein thesecond frame is aligned at an obtuse angle relative to the first framein the unfolded position.
 7. The ramp as described in claim 6 whereinthe obtuse angle is from substantially 95 degrees to substantially 110degrees.
 8. The ramp as described in claim 7 wherein the obtuse angle issubstantially 100 degrees.
 9. The ramp as described in claim 1 whereinthe bridge is an arcuate planar extension of the second frame'sconnected end.
 10. The ramp as described in claim 2 wherein an elevationof the first upper frame's open end is adjustable.
 11. The ramp asdescribed in claim 9 wherein the second frame's open end is furthersupported against flexing under loading by a castor wheel positionedlaterally and opposite the pivoting wheel.
 12. A mobile ramp for loadingand unloading passengers from an aircraft comprising: a first upperframe connected to a second lower frame at a pivot, the first and secondframes pivotal between folded and unfolded positions; a bridge at thepivot and extending between first upper and second lower frames so as toform a contiguous ramp between an open end of the first upper frame andan open end of the second lower frame; and wheels at the pivot and ateach of the open ends of the first upper and second lower frames, atleast one of the open ends having wheels which are pivotable.
 13. Themobile ramp as described in claim 12 wherein the wheels at the firstupper and second lower frames' open ends align along a common axis whenthe frames are in the folded position.
 14. The mobile ramp as describedin claim 13 wherein the wheels at the first upper and second lowerframes open ends are parallel to a longitudinal axis of the first upperframe.
 15. The mobile ramp as described in claim 12 wherein the pivotingwheel at the second lower frame's open end is steerable between at leasta first wheel position parallel to a longitudinal axis of the secondframe and a second wheel position substantially perpendicular to thesecond lower frame's longitudinal axis so as to permit rotation of thesecond frame about the pivot.
 16. The mobile ramp as described in claim15 wherein the pivoting wheel further comprises detent means so as topermit the pivoting wheel to be releaseably retained in either of thefirst or second wheel position.
 17. The mobile ramp as described inclaim 12 wherein the second lower frame is aligned at an obtuse anglerelative to the first upper frame in the unfolded position.
 18. Themobile ramp as described in claim 17 wherein the obtuse angle is fromsubstantially 95 degrees to substantially 110 degrees.
 19. The mobileramp as described in claim 18 wherein the obtuse angle is substantially100 degrees.
 20. The mobile ramp as described in claim 12 wherein thebridge is an arcuate planar extension of the second lower frame'sconnected end.
 21. The mobile ramp as described in claim 12 wherein anelevation of the first upper frame's open end is adjustable to anelevated door of the aircraft.
 22. The mobile ramp as described in claim19 wherein the second lower frame's open end is further supportedagainst flexing under loading by a castor wheel positioned substantiallylaterally and opposite the pivoting wheel.
 23. A method for forming aramp having a low slope and a compact footprint in operation comprisingthe steps of: providing a first frame having an open end and a secondframe having an open end; connecting the two frames intermediate thefirst and second frames' open ends so that the frames are positioned atan obtuse angle to one another; and bridging between the first andsecond frames at the connection of the two frames so that asubstantially contiguous ramp is formed between the first and secondframes' open ends.
 24. The method of claim 23 wherein the two frames areangled between substantially 95 degrees to substantially 110 degrees.25. The method of claim 24 wherein the angle is substantially 100degrees.
 26. The method of claim 23 further comprising the step ofpivoting the two frames about the connection intermediate the first andsecond frames' open ends so that the ramp is operable between a foldedstored position and an unfolded operating position wherein the first ansecond frames are arranged at an obtuse angle.
 27. The method of claim26 wherein the two frames are pivoted to an obtuse angle ofsubstantially 95 degrees to substantially 110 degrees.
 28. The method ofclaim 27 wherein the obtuse angle is substantially 100 degrees.